US2449964A - Automatic change-speed transmission - Google Patents

Description

Sept. 21, 1948. Q BANKER I ,9

wrommc CHANGE-SPEED TRANSMISSION I i a Sheets-Sheet 1 Sept. 21-, 1948. O. H. BANKER 2,449,964

' AUTOMATIC CHANGE-SPEED TRANSMISSION Fil'ed Sept. 19, 1940 8 Sheets-Sheet 2 f jl Sept. 21, 1948. o; H. BANKER AUTOMATIC CHANGE-SPEED TRANSMISSION Filed Sept. 19. 1940 8 Sheets-Sheet 3 Sept. 21, 1948; o. H. BANKER 2,449,964

AUTOMATIC CHANGE-SPEED TRANSMISSION s Sheets-Sheet 4 Filed Sept 19 1940 ra /21 0f;

Sept 21, 1948. o. H. BANKER AUTOIA'LO CHANGE-SPEED mmsmssmu 8 Sheets-Sheet 5 Filed Sept. 19, 1940 far @rar/YflazzXer Sept. 21, 1948. i o. H.- BANK ER 2,449,964 I AUTOMATIC CHANGE-SPEED TRANSMISSION Filed Sept. 19, 1940 8 Sheets-Sheet e 51' J2 5 j 14? v o. H. BANKER 2,449,964

. AUTOMATIC CHANGE-SPEED TRANSMISSION a Sheets-Sheet '7 7 Filed Sept. 19, 1940.

Sept. 21, 1948.

Patented Sept. 21, 1948 AUTOMATIC CHANGE-SPEED 'rmmsmssron Oscar H. Banker, Chicago, Ill., assignor to New Products Corporation, Chicago, 111., a corporation of Delaware Application September 19, 1940, Serial No. 357,388

1 This invention has to do with a change-speed transmission of the type suitable for use upon motor driven vehicles although its use is not necessarily restricted to this field.

The objects of the present invention include the provision of:

An improved compact change-speed transmission having a plurality of speed ratio ranges in each of which the change of ratio is automatically effected, and manually actuated control means for determining the automatic range in which the transmission shall operate.

A transmission as the aforesaid in which the manual supervision is optionally actuatable cooperably with the automatic control to cause successive establishment of power trains between driving and driven members in the order of their power transmitting ratio or in other selected order for either increasing or decreasing the ratio of the power transmitting connection.

A transmission in which optional power trains are selectively established in driving relation by the meshing of driving and driven components of overrunning jaw clutches respectively pertaining to such power trains upon deceleration of the drive shaft sufficiently to incur synchronization of mated driving and driven components, and manually controlled means for conditioning said clutches to predetermine which shall mesh upon synchronization of its components. I

An improved transmission combining in a single gear box a simplified unitary structure enabling a vehicle operator to conveniently establish the customary driving ratios and to additionally establish a driving ratio corresponding to overdrive in the conventional manner of permitting momentary deceleration of the transmission drive shaft.

A transmission having a one-way drive device in series with a low speed power train to enable the establishment of higher speed powertrains without demobilization of the low'speed train, and lockout means for the one-way-drive device for preventing automatic establishment of a higher speed train.

Change-speed transmission gearing in which the direction of power transmission between meshed gears required for certain power trains is reversible to avail additional power trains.

A new control means normally settable to predetermine which of selective power trains shall become effective upon a subsequent automatic shifting action. r

A novel central control means settable in a se ries of successive positions for respectively estab- 32 Claims. (-01. 74336) upon the line 3-3 of Fig. 2.;

'trating a throttle control pedal .I lishing a reverse drive power train, for determining which of the automatic transmission shall be mobilized, and for effectin the aforesaid one-way-drive device lockout means while the reverse power train is established and during mobilization. for one of said ranges. J

New thrust bearing means for a helical gear journalled on one shaft and clutchable to a coaxial shaft and having axial thrusts imparted thereto in opposite directions respectively when driving and when being driven by a gear with which it is meshed.

Improved means operable at any time under the instant control of the operator for disconnecting the higher speed power train of either automatic range of the transmission. I

A new change-speed transmission operable to automatically change from a lower to a higher speed power train while skipping an intermediate speed train but controllable to facilitate a manual change at will from the higher of said trains to the intermediate thereof.

A change-speed transmission embodying four forward speed power trains and including controls enabling automatic shifting between the second and fourth trains and manual shifting at will from the fourth to the third train or from any of the higher of such trains to the first train.

Additional objects will become apparent from the appended claims and upon reading the following description with reference to the annexed drawing, wherein: I f

Fig. 1 is a vertical view partly in section and taken axially through a change-speedtransiliission embodying one form of the invention} Fig. 2 is a plan view of the transmission shown in Fig. 1; v

Fig. 3 is a sectional view taken substantially Fig. 4 is a sectional view the line 4-4 of Fig. 2;

Fig. 5 is a sidelelevational line 5-5 of Fig. 2;

Fig. 5a is a fragmentary sectional view illusand diagrammattaken substantially on view taken on the ically represented .electric toggle switch controlled thereby Fig. 6 is a fragmentary view illustrating a man;

ually settable control cam occupying the position power train of the transmission;

Fig. 7 shows the control cam set to condition the transmission for operation in the'speed range involving first and third speeds;

Fig. 8 shows the controlcam set to condition ranges in which the 3 the transmission for operation in the speed range involving second and fourth speeds;

Fig. 9 shows the control cam set to condition the transmission in the manner described with respect to Fig- 8, and further for actuating a lockout for a one-way-drive device which is in series with the first and second speed power trains;

Fig. 10 is a view similar to Fig. 1 but illustrating a modified form of transmission constructed according to the principles of the invention;

Fig. 11 is a side elevational view of the control cam for the power trains of the modified transmission, said cam being shown in the neutral position which corresponds to the position of the corresponding cam illustrated in Fig. 3;

Figs. 12, 13, 14 and 15 correspond respectively to Figs. 6, '7, 8 and 9 but illustrate the various positions of the control cam for the modified transmission;

as explained hereinafter, it will Fig. 16 is a view similar to Fig. 1 but illustrating a second modification Fig. 17 is a transverse sectional view taken as indicated by the lines |1--|1 in Figs. 16 and 18;

Fig. 18 is a fragmentary view taken partly in section on the line |8|8 in FIG. 1'7; and

Fig. 19 is a view similar to Fi 18 but with a modified form of speed controlled cam and with parts omitted for clarity.

Referring now to the drawings, the embodiment shown in Figs. 1 to 9 inclusive will be described first. figures is enclosed in a gear box 26 having a bottom wall 2|, front and back end walls 22 and 23 and a top opening 24 normally closed by a cover plate 25.

Coaxial drive and driven shafts 26 and 21 are respectively Journalled in bearings generally designated 28 and 29 and carried in the front and back walls 22 and 23. As is customary in the art, a reduced front end section 30 of the driven shaft" is piloted upon needle bearings 3| within a recessed bearing section 32 in the back end of the drive shaft 26. A gear 33 which is integral with the enlarged back end of the drive shaft 26 constantly meshes with a countershaft gear 34 which, by means of a plurality of standard fastening means such as rivets 35, is secured to a flange 36 upon the left end of a long sleeve 31 which is journalled upon sets of needle bearings 38, 39 and 40 rotatable about the periphery of a rod 4| fixed in the front and back walls of the gear box. A journalled association is established between the sleeve 31 for the countershaft gear 34 and a countershaft 42 by a set of needle bearings 43 and a ball bearing unit generally designated 44.

Normally a one-way-drive connection is established between the countershaft gear 34 and the countershaft 42 by means of an overrunning clutch device 45 of well-known construction. the device comprising an outer friction ring driving member 46 integral with the gear 34, a plurality of clutch rollers 41, and an internal actuating member 48 which is provided with a plurality of radially projecting cam sections (not shown) of the usual type for forcing the rollers 41 into wedging relation against the smooth annular inher periphery of the member 46 when rotative force is applied tothe member 46 tending torotate it in one direction relatively to the actuator member 48 whereby said actuator member is caused to rotate with the member 46 and for releasing the rollers 41 from such wedged relation to per- The transmission shown in these the transmission which has four mit relative rotative movement between the members 46 and 48 in the opposite direction. In the present instance the construction and arrangement of the overrunning clutch device 4| is such that when the drive shaft 26 is rotated clockwise. as viewed from its left end, for imparting clockwise movement to the gear 33 and counterclockwise rotation to the gear 34 and the driving ring 48 the rollers 41 will be caused to be wedged against said ring and the actuator member 46 caused to rotate with said ring. Rotative movement is imparted from the actuator or driven member 46 of the overrunning clutch 46 to the countershaft 42 through a splined connection generally designated 46.

At times in the operation of the transmission, be desirable to lock out the overrunning clutch 46 for establishing a two-way-drive connection between the gear 34 and the counter-shaft 42, and this is accomplished by means of internal jaw clutch teeth 66 and cooperable external Jaw clutch teeth 6| upon a ring 62 which is internally splined at 63 to an extension of the actuator member 43. The ring 62 is provided with a groove 54 for receiving shoes 55 and 56 upon a shifter fork 61, Figs. 1 and 3, by means of which the ring 62 is slidable axially to the left for meshing the teeth 66 and 6|. When the teeth and 6| are thus meshed the gear 34 is connected with the countershaft 42 in two-way-driving relation through said teeth II and 6| and the splined connections 63 and 43.

First and second speed connections through forward speeds, are obtained respectively through gears 66 and 69 which are integral with thecountershaft 42. A reverse power train employs a gear 60 which is also integral with the countershaft. The countershaft gear 68 drives a gear 6| which is Journailed upon the driven shaft 21 whereas the countershaft gear 69 drives a gear 62 which is also journalled upon the driven shaft.

When the countershaft 42 is being rotated from the drive shaft 26 through the power train including the gears 33 and 34, the overrunning clutch 45 and the splined connection 46, due to the ratio of the gears 58 and 6| and of the gears 69 and 62, the gear 6| will be rotated at a slower speed than the gear 62, and these ratios are such that when the driven shaft 21 is connected for rotation with the gear 6| the first speed driving ratio will prevail between the drive shaft-26 and the driven shaft 21, and when the driven shaft 21 is connected for rotation with the gear 62 the second speed driving ratio will prevail between the drive shaft 26 and the driven shaft 21. Means for selectively connecting the gears 6| and 62 with the driven shaft 21 includes a member 63 which is splined to the driven shaft 21 and slidable axially thereon. The left face of the member 63 carries a series of jaw clutch teeth 64 which constitute the right-hand counterpart of an overrunning jaw clutch 65 of which the lefthand counterpart consists of complemental jaw clutch teeth 66 on the gear 6|. In Fig. 1 it will be seen that the end faces of the teeth 64 and 66 are bevelled to enable the member 63 to be moved to the left for pressing the ends of the teeth 64 against the ends of the teeth 66 in ratcheting relation without clashing while said member 63 is rotating faster than the gear 6|. Such bevelling of the teeth 64 and 66 is utilized in establishing the third speed power train as will be explained presently.

The member 63 carries up n its right end a series of clutch teeth 81 which constitute th left-handi counterpart of an overrunning jaw clutch 88 of which the right-hand counterpart is formed of jaw clutch teeth 88 which project axially from the left face of the gear 82. In the case of the clutch 68 it will be observed in Fig. 1 that the end faces of the teeth 81 and 88 are so bevelled that the member 63 may be shifted to the right for pressing the ends of these teeth in noiseless ratcheting relation while the gear 82 is rotating clockwise relative to said member 88. The splined member 63 is provided with a groove 18 for receiving a shifter shoe 1| which is pivotaily connected by trunnions 12 at diametrically opposite of its sides with end bearings 13 carried by the bifurcations of a shifter fork 14. It is by nection 12-13 shown with respect to the shifter fork I4.

Before describing the speed controlled means for actuating the shifter fork 88 and thus controlling the clutch 82, it will be explained how the third and fourth speed power trains are established by means of the clutches 82, '85 and 88. As

the overrunning clutch 45 the gear 58 drives the gear 8| at low speed with respect to the shaft 28 while the gear '58 drives the gear 82 at second speed with respect to the shaft 28. so that if the clutch 85 is closed while theclutch 82 is disenmeans of this shifter fork that the member 83 is slid axially to the right or left for respectively meshing the teeth of the overrunning jaw clutches 88 or 85.

It will be understood that synchronizer devices of the blocker or other type may be used in con-- junction with the overrunning jaw clutches herein shown or ordinary jaw clutches may be substituted with such synchronizer devices, but the Jaw clutches shown operate satisfactorily and are less expensii're.

Attention is also directed at this time to a gear 15 which is integral with the splined member 63 and which is aligned in a common plane with the countershaft reverse gear 88 when the splined member 83 is in the neutral position wherein neither clutch 65 nor 88 is engaged. When the member 83 is in this neutral position and the gears 88 and 1 5 are thusaligned, the reverse power train may be established by sliding a reverse idler gear 16, F gs. 1 and 3, axially into mutual mesh with the gears 68 and 15.. In Fig. 3 the reverse idler gear 18 is shown mounted upon a bearing rod 11 and has an integral collar 18 which is engaged'by a shifter fork 18 of which the 'hub 88 is slidably mounted upon a shifter fork rod 8| having its opposite ends mounted in sections of the two gear box end walls 22 and 23.

' The manner in which the shifter fork 18 is actuated for controlling the axial position of the reverse idler gear 16 Will be explained presently.

Third and fourth speeds are obtained by power trains including an overrunning jaw clutch 82 having a left-hand counterpart comprising teeth 83. extending axially from'the drive shaft 28 and a right-hand counterpart comprising teeth 84 extending axially to the left from string 85 which is splined at 86 to a hub extension 81 of the gear 8|. The end faces of the clutch teeth 83 and 84 are bevelled in a manner to permit movement of the teeth 84 endwise against the teeth 83 in noiseless ratcheting relation while the gear 33 is rotating clockwise relatively to the gear 8| and hence the ring 85. Such bevellingof the teeth 83 and 84 facilitates engagement of theclutch 82 by speed controlled means, which, upon attainment of a predetermined speed of the drive shaft 28, provides for the ring 85 being yieldably urged to the left so that establishment of a higher speed power train will be effected upon momentary deceleration of said drive shaft for synchronizing the teeth 83 with the teeth 84 whereby the teeth 84 are forced into mesh with the teeth 83 for effectuating the higher speed train.

Axial movement of the ring 85 is had by means of a shoe 88 of which a flange rides in a groove 88 of said ring and a shifter fork 88 of which the lower ends of the legs have a trunnion-bearing connection with the shoe 88 similar to the con- 7 88 for camming the stud I88 upwardly by means gaged the driven shaft 21 will be driven at low or first speed whereas if the clutch 88 is closed while the clutch 82 is disengaged the driven shaft 21 will-be connected with the gear 82 and driven at the second speed. Third speed is obtained by effecting concurrent closing of the clutches 65 and 82 whereby the drive and driven shafts 28 and 21 are directly connected through said clutch 82, the ring 85, splined connection 88, the ex-v tended hub 81 of the gear 8|, the clutch 88, and the ring member 63 which is splined to the driven shaft. Meanwhile the gear 8| will drive the coun-tershaft gear 58 and the actuator or driven member 48 of the overrunning clutch 48 at an overspeed with respect to the driving member 48 as permitted by the clutch rollers 41. While the gear 58 is thus being driven at the overspeed, since it is of less diameter than the gear 8|, the countershaft gear 58 will likewise be driven at the overspeed and the ratios of'the gears 8| and 58 amid the gears 58 and 82 are so chosen that the gear 62 will be driven at a selected overdrive ratio with respect to the drive shaft 28. It will be seen, therefore, that if the clutch 68 is closed while the clutch 82 is closed, that the clutch will be open and the driven shaft 21 will be connected for rotation with the gear 82 at an overdrive speed which is the fourth speed for the transmission.

A cross shaft 8|, Figs. 1, 2, 3 and 5, upon which the hub 82 of the shifter fork 98 is fixed, is journalled in the vertical side walls of the gear box. One end of the shaft 8|, as shown in Figs. 2 and 5, has fixed thereto an arm 83 upon which a contraction spring 84 constantly exerts a force that when uncontravened iseffective for rotating the shaft 8| clockwise as viewed in Figs. 1 and 5. The lower end of the spring 94 is secured to a pin 85 suitably anchored in a side wall of the gear box. A bearing stud 86 projecting outwardly from the gear box side wall rotativeiy carries the hub 81 of a cam plate 88 in which there is a notch 88 engageable with .a stud |88 upon the arm 83 and when thecam plate 88 is disposed with said notch seating the stud I88 as shown in Fig. 5 the arm 83 will be pivoted sufiiciently counterclockwise against the force of the spring 84 to place the shifter fork 88 in the position illustrated again bearing pins I01 carried upon the inner ends of bolts I08 upon the housing and having heel portions I09 which bear against the left end of a sleeve I I for shifting the same to the right upon the shaft 26 attaining suflicient speed for throwing the weights radially outwardly. Any form of conventional detent (not shown) means may be employed for yieldably resisting movement of the inertia weights from both their inner and outer positions so that they will move quickly'between these two positions upon the shaft 26 reaching critical speeds. Therefore, when the shaft 26 reaches a predetermined minimum speed the weights I06 will be thrown quickly outwardly for shifting the sleeve I I0 to the right for rotating an arm I I I, a transverse shaft I I2 to which said arm is fixed and journalled in the bell housing (not shown), the shaft I I2 being thuseffeotive for imobserved that the bolt 204 may be depressed for effecting the opening of the clutch 82 irrespective of whether the toe portion of the pedal 203 is depressed for opening the vehicle throttle.

The shifter fork 14 for controlling the axial position of the member 63, Fig. 1, which carries counterparts of the overrunning jaw clutches 85 and 68, has its hub II8 rotatively disposed upon a cross-shaft I I0, Figs. 1. 2 and 3 of which the opposite ends are joumalled in the vertical side walls of the gear box. A pair of helical wind-up parting clockwise rotation to an arm I I3, Fig. 5,

attached to the outer end thereof and hence endwise moti n, to the right, of a link II4 which interconnects the ends of the arms I I3 and IN A light s ring II5 which has one end attached to the gear box at H6 and its opposite end to the arm I0l at I ll yieldably resists the endwise movement of the link H4 and consequently the outward radial movement of the inertia weigh-ts I06. 80 long, however, as the shaft 26 continues rotating at a speed above a predetermined minimum the centrifugal force of the inertia weights will be sufficient for maintaining the spring I I5 extended and for holding the cam plate 98 with the short radius profile section I02 thereof in registry with the stud I00 on the arm 93 to enable the spring 94 to apply effective closing force to the clutch 82.

Disengagement of the clutch 82 is made possible at any time under the control of the operator by mechanism including a solenoid S, Fig. 5, an iron core 200 slidable axially therein, a link 20I pivotally connected at its lower end with said core, and an-arm 202 fixed to the shaft 9i and pivotally connected with the upper end of the link 20I. Energization of the solenoid causes the core 200 and the link 20I to be urged downwardly with sufficient force to overcome the force of the spring 94 whilerotating the shaft 9| counter-clockwise for disengaging the clutch 82. Such disengagement of the clutch 82 is brought about at will for instan-taneous shifting from fourth to second speed or from third to first speed, and energization of the solenoid is effected by depressing the heel portion of the accelerator pedal 203, Fig. 5a, which -is pivotally anchored in the upper end of a reciprocal bolt 204. The thus lowered bolt 204 pivots a lever 205 of a toggle switch 206 for closing a circuit originating at ground and including a battery 207, a conductor 208, said switch 206, a conductor 209, Figs. 5a and 5, the solenoid S and a conductor 2I0 back to ground. A compressible spring 2| I beneath the floor board 2I2 bears against a stop member 2 I3 fixed upon the bolt 204 and against a bracket 2 secured to the under side of said board and serves to return the bolt 204 and the heel portion of the pedal 203 to the position shown when the operator relieves them of the aforesaid depressing force, whereupon the switch 206 is opened and the solenoid S deenergized. It will be springs I20 and I2I serve as means for connecting the shifter fork hub II8 with the shaft H9. It will be seen in Fig. 2 that one end of the spring I20 is provided with a hook I22 which engages a stud I23 upon the hub of an arm I24 which is rotatively fixed to the shaft. I I 9 for imparting operative movement thereto. Thus when the arm I24 is rotated clockwise as viewed in Fig. 3, the shaft II9 will be rotated clockwise, and incident to such clockwise rotation of the arm I24 the stud I23 will impart a clockwise winding motion to the outer end of the spring I20 as this spring would be viewed from its inner end. This winding up of the spring I20 causes the hook I25 at its inner end to apply force to a stud I26 upon the hub of the shifter fork 14 for urging this shifter fork to rotate clockwise for pressing the end faces of the teeth 64 against the end faces of the teeth 66 of the clutch 65, the spring I20 being wound sufficiently to force the teeth 64 into mesh with said teeth 66 when the member 63 and the gear 6| are synchronized. The tension of the spring I20 for forcing the member 63 to the left maybe increased by placing the hook I25 about a stud I2'I on the shifter fork huh I I8, or. "the tension of the spring I20 may be decreased by associating the hook I25 with the stud I28. When the arm I24 is rotated counter-clockwise, corresponding rotation is imparted to the shaft I I9 and a collar I29 which is fixed to said shaft. A stud I30 on the collar I29 thereby becomes effective while co-acting with a hook I3I upon the outer end of the spring I2I for winding up this spring while a hook I32 at t e inner end thereof bears against the stud I33 upon the shifter fork hub II8. In this manner the spring I2I is energized for urging the end faces of the teeth in the clutch 68 together and for sliding the teeth 61 into mesh with the teeth 69 upon synchronization of the clutch counterparts. The force with which these clutch teeth are urged into mesh may be regulated by attaching the hook I32 of the spring I2I with either of the studs I34 and I35. which have different positions circumferentially of the shifter fork I I8.

Operative movement of the arm I24 and of the shaft I I9'is accomplished and controlled by a cam plate I36 which has-a slot I31 in which there is disposed a stud I38 carried by said arm I24. This cam plate I36 is carried upon a shaft I39, Figs. 3 and 4, which also carries a pinion I40 that meshes with a rack I4I encased within a sleeve generally designated I42 and comprising a part of a housing I43 which is secured to the outer side of a side wall of the gear box. Means for moving the rack I4I en-dwise in either direction may be in the form of a flexible cable I44 disposed within a sheath I45. One end of the cable I44 will extend into the driver's compartment of a motor driven vehicle upon which the transmission may be installed and within convenient reach for manual manipulation by an operator.

The various camming profiles upon the cam plate I36 will be pointed out and explained in the ensuing description of operation.

First typical operation of the transmission It will be assumed that a vehicle upon which the transmission is installed stands at rest with the transmission in the neutral position illustrated in Figs. 3 and 5. The splined member 63 upon the cam I36 is disposed beneath a stud I41 upon the end of an arm I48 of which the hub is fixed upon the cross shaft9l and thereby maintaining the shifter fork 90 pivoted counter-clockwise as viewed in Fig, 1 for holding the c1utch 02 disengaged. ,Also at this time a short radius section I49 of the cam plate I36 is in registry with a stud I50 upon the hub I5I of the shifter fork I1 and said section I49 is of sufficiently short radius to permit a spring I52 to slide the shifter fork 51 far enough rearwardly or to the right as viewed in Fig. 3 for disengaging the clutch 50-5I in Fig, 1. It will befurther noted, while the control cam I 36 is in the neutral position, that a stud I53 projecting outwardly from the hub 80 of the reverse shifter fork 19 is maintained in the position shown in Fig. 3 by a reverse cam slot I54 which has a long arcuate leg I55 and a short spur leg I56. When the pin I53 is in this position the shifter fork I9 is disposed rearwardly for holding the reverse idler gear 16 to the rear of and out of mesh with the reverse train gears 15 and 60.

In conditioning the transmission for forward movement in first speed the operator will exert a tensile force upon the cable I44whereby the rack I will be pulled upwardlyfor rotating the pinion I40 sufficiently to cause the cam plate I36 to be rotated counter-clockwise from the position shown in Fig. 3 to the position shown in Fig. '1 with slot portion A displaced from the stud I36 and slot portion B at said stud. During such rotation of the cam plate I36 the section I51 of its camming slot I31 displaces the stud I38 upwardly for rotating the arm I24 and the cross shaft II9 clockwise, Figs. 1 and 3, whereby force is transmitted through the spring I20 for rotating the shifter fork 14 with the shaft II9. Thus the splined member 63 is shifted forwardly and if the teeth 64 should then be aligned with the spaces betweenthe teeth 66 this rotation of the shifter fork 14 will be sufficient for engaging clutch 65. If, on the other hand, the teeth 64 should be disaligned with the spaces between the teeth 66, the member 63 will be restrained from further axial movement when the bvelled end faces of these sets of teeth engage whereupon the shifter fork 14 will cease rotating and the spring I20 will be wound up as the shaft II9 completes its rotative movement. In this manner the spring I20 is energized for meshing the clutch teeth upon subsequent relative rotation of the member 63 and the gear 6 I.

While the cam plate I36 was rotating from the position shown in Fig. 3 to the position shown in Fig. 7 the reverse shifter fork 19 remained in the position shown in Fig. 3 while the arcuate portion I55 of the cam slot I 54 idly received the stud I53. Likewise, the short radius section I49 of the.cam plate passed idly along the stud I50 to leave the disengaged jaw clutch 50-5I undisturbed. With the cam plate I36 set as shown in Fig. '1 the operator will accelerate the vehicle engine in the normal manner for starting and if the vehicle is equipped with a manually operated clutch for connecting the engine crank-shaft with the transmission drive-shaft 26 the operator will then cause engagement of this clutch, or, if the vehicle should be equipped with an automatic clutch as that shown in U. S. Patent No. 2,042,454, which engages upon the engine crankshaft attaining a predetermined minimum speed, the operator will simply open the engine throttle to cause engagement of the clutch. When the clutch engages, the gear 33 will be rotated clockwise as viewed from the front or left end of the transmission driven shafts by exerting an additional pull upon,

the cable I44 to advance the cam plate I36 into the position shown in Fig. 8 with slot portion C receiving the stud I38. During this rotation of the cam I36 the edge section I58 of the cam slot I31 will cam the stud I36 downwardly for'rotating the arm I24-and the shaft II9 counter-clockwise. This rotation of the arm I24 and of the shaft I I9 will normally be incurred during power transmission through the established power train wherefore the frictional engagement of the teeth in the clutch 65 prevents immediate separation of the clutch counterparts so that pursuant to such manual setting of the cam plate the spring I2I will be wound up. Thus the setting of the cam plate amounts to a preselection of the next power train and the shift to this train is initiated by momentary closing of the engine throttle whereby the frictional. engagement of the'counterparts in the clutch 65 is relieved to enable the wound-up spring I2I to rotate the shifter fork 14 counterclockwise for sliding the member 63 rearwardly incident to disconnectin the first speed power train and pressing the teeth 61 against the teeth 69, and since the gear 62 is then rotating at greater speed than the driven shaft 21 and the splined member 63 the teeth 69 will ratchet over the teeth 61 until such time as the vehicle engine 'decelerates sufliclently for the gear 62 to synchronize with said member 63 whereupon the energized spring I2I will force the teeth 61 into mesh with the teeth 69.-

While the cam I36 is in the second and fourth speed positions a part of the circular cam section I49 will remain engaged with the stud I50 associated with the shifter fork 51 wherefore the spring I52 remains effective for holding this shifter fork in the position corresponding to the disengaged condition of the lockout clutch 50-5 I, Fig. 1. It will also be observed that the arcuate leg I55 of the slot I54 is sufficiently long to have moved idly past the stud I53 associated with the reverse shifter fork while the cam I36 was moved from the position shown in Fig. '1 to the position shown in Fig. 8.

In shifting from second to the third speed in which the drive shaft 26 and the driven shaft spring I20 to the shifter fork 14. However, until the operator closes the engine throttle the frictional engagement of the counterparts in the clutch 68 will prevent their separation so the spring I29 will be wound up. But when the throttle is later closed to initiate the shift this frictional engagement terminates and the spring is' then operable to slide the member 63 forwardly incident to disconnecting the second speed power train and pressing the ends of the teeth 64 against the ends of the teeth 66 in ratcheting relation inasmuch a the driven shaft and the splined member 63 are at this time rotating faster than the gear 6 I. v The shift into the third speed connection is not attempted until after the vehicle has attained a predetermined minimum speed at which time the drive shaft 26 will be rotating sufliciently fast to have thrown the inertia weights I06 outwardly for shifting the sleeve II6 to the right whereby the arm III, the shaft 2 and the arm II3, Fig. 5, will have been rotated clockwise and the cam plate 98 will have been rotated counter-clockwise for bringing the short radius cam section I82 beneath the stud I06 on the arm 93 to enable the spring 94 to have rotated the arm 93 and the cross shaft .9I clockwise, such clockwise rotation of the shaft 6| being stud I41 on the arm I48. Thu at the time the cam plate I36 is rotated from the position shown in Fig. 8 to the position shown in Fig. '7 the spring 94 will be causing the clutch teeth 64 to be pressed.

yieldingly against the ends of the clutch teeth 83 while the latter are ratcheting over the former since the drive shaft rotates faster than the driven shaft during the second speed connection. Therefore, incident to the shift from second to third speeds and while the drive shaft 26 is decelerating with the engine of which the throttle has been momentarily closed, the teeth 64 will be ratcheting over the teeth 66 while the teeth 83 are ratcheting over the teeth 84 although initially the relative movement between the teeth 83 and 84 will be greater than that between the teeth 64 and 66 because the splined member 63 is rotating with the driven shaft 21 and theteeth 83 are rotating with the drive shaft 26. Inasmuch as the splined member 63. continues rotation with the driven shaft 21 at substantially constant speed and since the gear 6| has no positive drive connection at this time for accelerating its speed to that of the driven member 63 the clutch teeth 64 and 66 continue ratcheting. Meanwhile, the

,drive shaft 26'and the gear 33 decelerate with the engine until the teeth .83 reach synchronism with the teeth 84 whereupon the spring 94, Fig. 5, will slide the teeth 84 into mesh with the teeth 83 and thereby connect the driving shaft 26 directly with the gear 6| through the clutch 82 and the splined connection 86 between the ring member 85 and the hub extension 61 of said gear 6|. The frictional engagement of the driven shaft 21 with the gear 6| and its hub '81 together with the impositive rotative force applied to the gear 6| by the ratcheting of the teeth 64 over the teeth 66 resist deceleration ofthe said gear 6| during the aforesaid deceleration of the drive shaft 26, and since the gear 6| is connected with the driven member 48 of the overrunning clutch 45, such driven member overruns the clutch driving ring 46 as permitted by the clutchrollers 41 while said ring and the gears 34 and 33 decelerate with the shaft 26. This overrunning relation between the driving and driven parts 46 and 48 of the overrunning clutch continues subsequent to engagement of the clutch 82 for driving the gear 6| directly from the shaft 26, and upon subsequent acceleration of the engine the gear 6| will be accelerated to the speed of the driven shaft and the splined member 63 thereori whereupon the counterparts of the clutch 65 will synchronize and this clutch engage as the member 63 is slid axially forwardly by the force of the energized spring I28. The third speed power train is then established.

Although an independent speed responsive device I03 is here shown it will be understood that this device could be part of a speed responsive clutch as illustrated in my copending application Ser. No. 164,025, which has eventuated in Patent No. 2,237,297, dated April 8, 1941, and that the manual means shown in said application for predominating over said speed responsive part of the clutch in releasing at will the Jaw clutch controlled-thereby could also be incorporated in the pgesent structure for manual release of the clutch While the drive and driven shafts 26 and 21 are thus connected directly through the third speed power train comprising the clutches 82 and 65, the gear 62 will be driven at an overspeed through the fourth speed power train comprising the gears 6| and 58, the countershaft 42 and the gear 69. This fourth or overdrive power train is.

preselected by the operator applying force through the cable I44 for again rotating the cam plate I36 into the position illustrated in Fig. 8 whereby the spring |2| is again energized as aforesaid for transmitting rotative force from the cross shaft II9 to the shifter fork I4 to slide the member 63 rearwardly for engaging the ends of the teeth 6'! and 69 upon momentary closing of the engine throttle. After the engine decelrates sufficiently for the gear 62 to reach synchronism with the driven shaft 21 and the member 63 the energized spring -I2I is effective for sliding said member 63 rearwardly as the teeth 61 are meshed with the teeth 63. At this time the fourth speed or overdrive power train will be r established.

While power is transmitted between the gears 6| and 58 the helical teeth thereon will effect a camming action urging these gear axially, and the slant of said teeth is so chosen that when power is transmitted from the gear 6| to the gear 68, while the fourth or overdrive train is established, the gear 6| will be urged forwardly. and that when power is transmitted from the gear 58 to the gear 6|, while the first speedpower train is established, the gear 6| will be urged rearwardly. Such rearward thrust of the gear 6| is opposed by a thrust ring 2|5 while bearing against a shoulder 2 I 6 ofthe driven shaft whereas the forward thrust of the gear 6| is resisted by a thrust ring 2 H which is freely rotatable upon the driven shaft 21 at a position between the Bear hub 81 and the back end of the drive shaft 26. ltwill be recalled that during operation in the first speed power train the clutch is engaged whereby the gear 6| is non-rotatively connected with the driven shaft wherefore no rotative movement occurs relatively to said gear 6| and the thrust ring 2I5 while the latter absorbs the thrust of the former and consequently no heat will be generated by friction between these parts. during operation of the fourth speed power train. Since the clutch 82 is connected at this time the gear 6| and its hub 81 rotate in unison with the drive shaft 26, and hence no relative rotation The thrust ring 2|| functions similarly I occurs between the thrust ring 2" and the hub 81 during pressure between these parts. Thus th structure avoids frictional heat which would Should the operator wish to change from the fourth speed power train to the third speed power train, he may do so by operating the cable I44 for rotating the cam plate I36 into the position shown in Fig. '7 and momentarily closing the engine throttle to enable the spring I to disengage the clutch 68 and place the counterparts of the clutch 65 in ratcheting relation. Thereafter by opening the throttle and thus accelerating the chaft 26 and the gear 6| directly connected therewith, said gear 6| will reach synchronism with said member 63 whereupon the spring I20 will cause the clutch 65 to engage.

While operating in third speed the operator may shift to the second speed power train by actuating the cable I44 for rotating the cam plate I36 into the position shown in Fig. 8, closing the engine throttle to enable the spring Hi to bring the rise I6Ia is positioned to pass beneath the stud I41 slightly prior to the rise I6I passing beneath the stud I50 to insure disengagement of the clutch 82 prior to meshing ofthe teeth of said lockout clutch 505I.' With the overrunning clutch 45 shunted out of operation in this manner the vehicle can be braked by the engine when descending long slopes or in any instance where it is advantageous to so employ the engine for holding the vehicle under close supervision.

Second typical operation of the transmission The transmission is operable to effect an automatic shift from thefirst speed power train to the direct or third speed power train. In bringing about such operation of the transmission the operator will rotate the cam plate I36 into the position illustrated in Fig. '7 in the manner herein above described for engaging the clutch 66. The

the teeth of the clutch 68 into ratcheting relation, 7

faster than the teeth 84, the heel portion of theaccelerator pedal may be released to again place the clutch 82 under control of the governor I03 and the spring 94.

Shifting downwardly from second speed to first speed is accomplished by a manual shift operation for rotating the cam plate I36 to the first speed position shown in Fig. 7 and subsequently momentarily closing of the engine throttle whereby the springIZO, energized by the aforesaid manual shift operation, is effective for engaging the clutch 65 when the engine is later accelerated for speed ing up the gear 6| for synchronization with the splined member 63. v

Attention is directed to the fact that the transmission may be placed in, neutral at any time by manipulation of the cable I44 to rotate the cam plate I36 into the neutral position shown in Fig.

3 and closing of the engine throttle to thus pro-.

stud I for shifting the shifter fork 51 and the clutch ring 52, Fig. 1, to the left. Slot portion D receives the stud I38 at this time without rota- Ytion having been imparted to the arm I24, and

' vehicle will then be started forwardly through the first speed power'train which includes the gears 33 and 34, overrunning clutch 45, the gears 58 and 6I, said clutch 65 and the member 63 which is splined to the driven shaft 21. When the vehicle attains a predetermined minimum speed at which the intertia weights I06 are thrown outwardly to enable the spring 94, Fig. 5, to rotate the shifter at substantially constant speed with the driven shaft 21 whereby the spring 94 will cause engagement of the clutch 82; upon the attainment-of synchronism of said teeth 83 with said teeth 84.

Upon this closing of the clutch 82 the drive and driven shafts 26 and 21 will be coupled for rotation in a one to one ratio while the driven member 48 of the overrunning clutch is driven through the gears 6| and 58 at an overspeed with respect to the overrunning clutch driving ring 46. By leaving the cam plate I36 in the position shown in Fig. '7 for establishing engagement of the clutch 65 the transmission will operate as a two speed automatic. transmission between the first speed and third speed power trains. After establishment of the third speed power train as above described the transmission will continue in operation through this power train so long as the vehicle proceeds at speeds above a predetermined minimum speed at which the inertia weights I06 will be moved radially inwardly. Upon attainment of this predetermined minimum speed and the inward movement of the inertia weights the cam 88 in Fig. 5 will be rotated clockwise into the position shown for moving the arm 93 and the shifter fork 90 counterclockwise to disengage the clutch 82 whereby the third speed power train is interrupted and the first speed power train becomes established for operation upon subsequent opening of the engine-throttle.

The first speed train can be established at will by depressing the heel portion of the accelerator pedal to cause disengagement of the clutch 82 and then accelerating the engine to pick upythe I drive through the overrunning clutch 45 included in the first speed train.

Third typical operation of the transmission cam plate I38 in the position shown in Fig. 8 whereby the clutch 89 will be brought into use.

Assuming the clutch 89 to be thus closed and the clutch 82 open, the second speed power train will be established through the gears 33 and 34, overrunning clutch 45, countershaft 42, gears 89 and 82. said clutch 89 and the member 89 to the driven shaft 21. An automatic change can .then be made to the fourth speed power train at any time while the vehicle is proceeding sufliciently, fast for the inertia weights I08 to be in their outward position 'with the effect of permitting the spring 94, Fig. 5, to press the'clutch teeth 84 in ratcheting relation with the clutch teeth 83. Such change to the fourth speed power train is initiated by closing the engine throttle to cause deceleration of the clutch teeth 83 relatively to the. clutch teeth 98 as permitted by the over-running cluch 45 and synchronization of the clutch teeth 83 and 84 whereupon the clutch 92 is closed by the force of the spring 94. The fourth speed power train including said clutch 82, gears 8| and 88, countershaft 42. gears 59 and 82, clutch 88 and the splined member 83 will then be established. Operation through this power train will be continued until the vehicular speed decreases to a point where the weights I88 are drawn Tinwardly and the cam 98, Fig. 5. actuated fpr disengaging the clutch Bland thus reestablishing the second speed power train. Reestablishment of the second speed power train can be effected at will by pressing upon the heel of the accelerator pedal to disengage the clutch 82 and accelerating the engine.

The transmission normally will be operated in the present automatic range during open highway driving where higher vehicular speeds are used.

The reverse power train Establishment of the reverse power train is accomplished by rotating the cam plate I98clockwise from the neutral position shown in Fig. 3

slot I31 moves idly along the stud I38 so thesplined member 83 remains in the neutral position with the reverse gear 15 aligned with the reverse gear 80 and the forwardly moved idler gear 18 is disposed mutually in mesh with said gears 89 and 15. Also at this time the stud III! will have been cammed forwardly by the camming .sect'ion I59 on the cam I36and will rest against a portion of the greater radius cam section I80 whereby the spring I52, Fig. 3, will be compressed g and driven shafts of that transmission are conand the shifter fork 81 shifted forwardly to engage thelockout clutch 508I for the overrunning clutch 45. The reverse power train thus established includes the gears 33 and 34, said clutch III-5|, ring 52, spline connections 53 and 48, countershaft 42, and the gears 88. I8 and 15 to the driven shaft 21.

Connection for starting engine by movem nt of vehicle a .arm to be rotated independently of the link under normal operating conditions. The operator in establishing the fourth speed train must also manipulate the control cable I44, Fig. 4, to place the cam I38 in the position shown in Fig. 8 for causing engagement of the clutch 68.

First modification The modified form of the invention shown in Figs. 10 to 15, is also a four-speed structure with two automatic two-speed ranges and differs from the first embodiment primarily by employing power trains of different speed and control means which changes the order in which the power trains are established. The above described transmission is designed for use upon a motor vehicle having rear axle gearing of the conventional ratio, the third speed being obtained when the drive nected directly in a one-to-one ratio and the fourth or overspeed being obtained when the driven shaft is connected through a power train causing it to be driven at greater speed than the drive shaft. This second embodiment of the invention on the other hand is designed for use upon a, motor vehicle with a geared up" rear axle gearing so that when the drive and driven shafts 28' and 21' of this transmission are connected directly in a one-to-one ratio the road wheels will be driven at substantially the same speed with respect to the transmission drive shaft as these road wheels would be driven with respect to the transmission 'drive shaft of the first embodiment when the fourth speed power train of said first embodiment is disposed in serial relation geared up rear axle gearing, over-all driving speeds between the transmission drive shaft and the vehicle road wheels corresponding respectively to the driving speeds produced by the three lower speed power trains-of the above described embodiment when they are disposed in serial relation with a conventional rear axle gearing.

Since the parts in this second form of the invention are similar to those above described in the first form of the invention, this description is expedited by applying the same reference characters to the respectively corresponding parts but with a prime added.

The firstspeed power train is established by shifting the splined member 83' rearwardiy for engaging the clutch 88, power being then transmitted from the drive shaft 28 through the gears 38' and 94', overrunning clutch 45', countershaft 42', gears 59 and 82', said clutch 88 and the splined member 68 to the driven shaft 21'.

The second speed power train is established when the splined member 83'is slid forwardly for engaging the clutch 65, the power being then transmitted through the gears 33' and 34', overrunning clutch 45', gears 58' and 8|, said clutch 88' and the member 93' to the driven shaft 21'.

Third speed is attained by the concurrent engagement of the clutches 82"and 88' Wherefore the power is transmitted from the drive shaft through said clutch 82', clutch ring 95', splined connection 88', the hub extension 81 of the gear 8|, gears 8| and 58', countershaft 42', scans 7 68 and 62. clutch 66 and the member 63' to the driven shaft 21'.

The fourth speed power train is established by h concurrent engagement of the clutches 62 and 66 to provide for the transmission of the power from the drive shaft through said clutch 63, clutch ring 85, splined connection 66, hub extension 81 of the gear 6|, said clutch 66' and the splined member 03 to the driven shaft.

It will be seen in the present transmission that the member 63' must be shifted rearwardlyfor engaging the clutch 68 when the first and third speed power trains are established and that said member 63 must be shifted forwardly for engagrespectively provide for the condition of the clutches 82 and 66-6I and the reverse idler gear 16.

when the cam plate I36 is set for first and third speeds with the camming slot portion 28 in receiving relation with the stud I38, as shown positions, the corresponding portions A and A A of thecamming slots I31 and I31 are atthe same radial distance from the axis of their respective cams whereby the studs I36 and I38 are both disposed in the neutral position.

In rotating the cam plate I36 counter-clockwis'eto theposition shown in'Flg. 13 for establishing the first speed power train it is necessary for the member 63 to be moved rearwardly for engaging the clutch 68 wherefore the first and third speed portion B of the groove I31 is disposed radially inwardly of the cam I36 with respect to the neutral portion A of this cam, the portion B being disposed circumferentially of the cam I36 in the position corresponding tothat of the portion B of the cam I36 but being disposed radially of the cam I36 at a distance suitable for moving the stud I38 downwardly far enough to effect engagement of the clutch 68'. The present transmission employs springs corresponding to the springs I20 and I2I in the first described transmission, and of which springs an end section .of the spring I20 corresponding to the spring I20 is shown in Fig. 10.

Upon rotation of the cam plate I36 into the position shown in Fig. 14 for shifting the splined member 63 forwardly preparatory to establishing either the second or fourth speed power trains, it will be necessary for the stud I36 to be moved upwardly wherefore the groove portion C for receiving the stud I38 is spaced more distantly radially outwardly of said cam I36 than the neutral portion A of this slot.

With the exception of the slot I31 in the cam I36, the camming sections of said camare the same as those of the cam I36, and since the'portions A, B and C of said slot I31 are arranged circumferentially of the cam I36 in the same order and spacing as are the portions A, B and C of the slot I31 in the cam plate I36, corresponding rotative positions of the cams I36 and I36 will result in corresponding connections of power trains. Thus it will be observed upon comparing Fig. 11 with Fig. 3, that the lobe I46, the circular profile I49 and the cam slot I64 are respectively positioned for holding the clutch 83' disengaged, for holding the clutch 60'6I' disengaged and for holding the reverse idler gear 16 in the inoperative position similarly to which the lobe I46, the circular profile I48 and the cam in Fig. 13, the short radius section between the lobe I46 and the rise I6 la is in registry with the stud I41 to leave the clutch 62 under control-of the speed responsive mechanism I03, the short radius section I46 is in registry with the stud I60 to provide for disengagement of the clutch.

60e-6I and the leg I66 oi the camming slot I64 is in idling receiving relation with the stud I63 whereby the reverse idlergear 16 is held in the inoperative position. Thus the cam I36 while in this position functions in all respects similarly to the cam I36 when correspondingly positioned as illustrated in Fig. '1. when the cam plate I36 is rotated counterclockwise a step further for bringing the cam slot portion C into cooperative relation with the,

stud I38 which position, shown in Fig. 14, corresponds to the second and fourth speeds, a portion of the short radius section of the cam profile between the lobe I46 and the rise I6Ia is in registry with the stud I41 to still provide forthe -clutch 82 being under control of the speed responsive mechanism, the curved profile section I48 presents a, portion to the stud I whereby the clutch 60-6I remains disengaged and the cam slot leg I66 still idly receives the stud I63 with the reverse idler gear 16 in the inoperative position. Hence ,the cam I36 while in this position functions in all respects similarly to the cam I36 when in thecorresponding position shown in Fig. 8.

While the transmission is operating through the second speed power train, this power train may, be converted into a twov'vay-drive train by rotating the cam plate I36 counter-clockwise until the slot section D is carried into receiving relation with the stud I38. Such movement of the cam I36 relatively to the stud I36 imparts no movement to said stud but pursuant to this rotation of said cam the lobe I46 will be carried against the stud I60 for shifting this stud to the left and causing engagement of thelockout clutch 60-6I' for the overrunning clutch 46. Simultaneously the rise I6Ia' will be passed beneath the stud I 41' for lifting said stud for positively holding the clutch 82 disengaged. While in this position the cam plate I36 functions in all respects similarly to the cam plate I36 when it occupies the corresponding position illustrated this stud in a position providing for disengage-' ment of the clutches 65 and 68' and alignment of the gears 66 and 15. Also a section of the profile I60 will be disposed against the stud I60 for holdingthe same to the left and thus providing for engagement of the lockout jaw clutch 60'6I for the overrunning clutch 46. While in this position the cam I36 functions in all respects similarly to the cam I36 in the corresponding position shown in Fig. 6.

slot I64 76 Attention is directed to the fact that the beveliing on the clutch 65' is reversed with respect to the bevelling upon the clutch 6|. Bevelling of the teeth of these clutches 65' and 66' is determined by which of the counterparts thereof is to be rotating at the greater speed when their tooth end faces are pressed together preparatory to being meshed. Referring to Fig. 10 it will be seen while the transmission is operating through the first speed power train including the gears 52 and 62' that the gears'56 and N of the second speed power train will cause the clutch teeth 66' to be rotating at greater speed than the teeth 64' which at that time are rotating with the driven shaft.

After establishment of the second speed power train and attainment of the vehicular speed at which the speed control mechanism is actuated for pressing the clutch teeth 34' against the end faces of the clutch teeth 63' the establishment of the third speed power train is initiated by momentary closing of the engine throttle which is followed by closing of the clutch 32' when the engine and the clutch teeth 33' decelerate to the speed of the clutch teeth 64'. Meanwhile, the clutch teeth 61' will have been rotating at a speed in excess of the clutch teeth 69' and the bevelling upon the teeth of the clutch 68' is such as facilitates ratcheting of the faster rotating teeth 61 over the teeth 69' at the time the member 63' is slid rearwardly as a part of the action involved in this shift from second speed to third speed. Subsequent to the aforesaid engagement of the clutch 82' and reopening of the engine throttle the gear- 62' will be speeded up to synchronisrn with the member 63' at which time the clutch 65' will fall into mesh for establishing the third speed power train.

20 r with a countershaft gear 222 which has along sleeve-like hub 223 journalled by means of needle bearing sets 224, 225 and 226 upon a rod 221 suitably anchored in the ends of a gear box 228. Power is transmitted from the gear 222 through an overrunning clutch 229 similar to the clutch 45 hereinabove described and including a driving ring 236, clutch rollers 23! and an actuator member 232 having a splined hub 233. From this hub 233 the power is transmitted to a countershaft gear 234 through a splined connection 235, said gear being journalled upon a set ofneedle bearings 236 which ride about the sleeve 223. The

242 by means of a shifter fork 244 shown in Fig. 18. Said first speed power train is mobilized when the teeth of the clutch 231 are meshed. Thus the gear 24! which is rotatable about the sleeve 223 and heldagainst axial movement by thrust bearing members 245 and 246 is driven through the clutch 231 and drives a gear 241 which is journalled by means of its hub 248 upon a hub 249 of a gear 250 which is splined at 25! to a transmission driven shaft 252. Power is transmitted from the gear 241 through an over- During operation of the third speedpower train the gear 6!, which is connected through the clutch 82' with the drive shaft 2'', will be Second modification The third embodiment of the invention, shown in Figs. 16 to 19, has four forward speeds, and, like the second embodiment. is designed for use in combination with a geared up" rear axle. When this transmission is employed in combination with such a rear axle the first, second and third forward speeds which are obtained through power trains including speed reduction gearing respectively correspond to the first, second and third speeds (of which the third is obtained by direct connection of the drive and driven shafts) of a conventional three speed transmission in conjunction with a conventionally geared rear axle, while the fourth or direct speed of this transmission corresponds to a fourth or overdrive speed of such a conventional transmission when operating with an overdrive device.

The first speed power train comprises a gear 220 integral with a drive shaft 22! and meshed running clutch 253, of ,which said gear is the driving member, clutch rollers 254 and an actuator member 255 which is splined to the driven shaft 252. This actuator member 255 is adapted to wedge the rollers 254 against the inner periphcry of the gear or driving member 241 when said gear is rotated clockwise as viewed from the front end of the transmission and thus cause transmission of driving force from said gear through the frollers and the actuator member to the driven sha t.

The second speed power train includes the drive shaft gear 220, the countershaft gear 222, overrunning clutch 229, splined connection 235 and the gear 234 in common with the first speed power train. However, the second speed power train which includes gears 234 and 26!) becomes effective and shunts out the remaining portion of the first speed train when an overrunning jaw clutch 256 is closed. Said clutch 256 includes clutch teeth 251 projecting forwardly from a member 258 which is splined to and axially slidable upon the driven shaft 252, and clutch teeth 259 projecting rearwardly from gear 260 journalled upon the driven shaft. During operation of the second speed power train the driven shaft will rotate faster than the gear' 241 as permitted by the overrunning clutch 253.

Third speed is obtained when the clutch 2 56 is disengaged and a clutch 26! is engaged. Clutch 26! comprises clutch teeth 262 and 263 which are respectively upon a ring 264 and the back end of the gear 226. Said ring 264 is splined at 265 to the hub 266 of the gear 260. Hence when the clutch 26! is closed, and the clutch 256 opened, power maybe transmitted from the drive shaft to the driven shaft through the third speed power train comprising said clutch 26!, the ring 264, splined connection 265, gear hub 266, gears 26!] and 234, clutch 231, gear hub 24!], gears 24! and 241 and the overrunning clutch 253 to the driven shaft. Meanwhile the actuator member 232 of the overrunning clutch 229 will be rotated faster than the ciutchring 230 as permitted by the clutch rollers 231.

Fourth speed is obtained by connecting the drive and driven shafts 221 and 252 for rotation in unison and the power train for accomplishing this is effected by concurrent engagement of the clutches 281 and. 256, power then being transmitted from the 'driveshaft through said clutch 261, clutch ring 264, splined connection 265, gear hub 266. gear 260, clutch 256 and the splined member 258 to the driven shaft 252. Concurrently the actuator member 232 of overrunning clutch 229 will be driven at an overspeed with respect to the clutch ring 230' as permitted by the clutch rollers 231 and the actuator member 255 of the overrunning olutch253 is driven at an overspeed with respect to the gear 241 as permitted by the clutch rollers 254. i V

The reverse power train includes the gears 220 and 222, the sleeve hub 223 for the gear 222, a gear 210 which is splined at 211 to a rear end section ofsaid sleeve hub, a reverse idler gear 212 which is freely rotatable upon" a coii'ntertrain is mobilized when the clutches 231, 256 and 261 are disengaged and when the idler gear 212 is slid rearwardly into mutual mesh with the gears 210 and 250 in the well-known manner.

The gear 260 which corresponds to the gears 61 and 61' in the first and second embodiments is provided with axial thrust absorbing means in the form of a thrust ring 261 that functions similarly to the rings 215 and 215 and a ring". 268 corresponding to the rings 211 and 211'. The slant of the teeth on the helical gears 234 and 260 is such that during operation in second speed when the gear 260 is connected nonrotatively with the driven shaft 252 by the clutch 256 and power is transmitted from the gear 234 to the gear 260 said teeth will impart rearward axial force to the gear 260,. and since the gear is held non-rotatively upon the driven shaft this force will be absorbed by the ring 261 while no relative movement occurs between this ring and the gear wherefore no frictional heat is generated. During operation in the third speed connection while the clutch 261 is engaged and power is transmitted from the gear 260'to the gear 234, said gear 260 which is then held in non-rotative relation with respect to the drive shaft will be urged forwardly by said gear teeth but this axial force of the gear will be absorbed by the thrust bearing 268 which is then clamped between the hub 266 and the back end of the drive shaft 221 for rotating with these parts relative to the more slowly rotating driven shaft 252. Hence again there is no relative movement between the gear 260 and the cooperative thrust ring.,

A lookout for the overrunningv clutch 229 is provided as in the first two embodiments of the invention to convert the second speed power train into a two-way-drlve train. This lockout is in the form of a jaw lclutch 215 which includes teeth 216 on the overrunning clutch ring 230 and teeth 211 meshable with the teeth 216 and integral with a ring 218 which is splined at 219 to the hub 233 of the clutch actuator member 232. A groove 280 in the ring 218 accommodates the shoes as.

281 of the shifter fork 282.

Alternative controls are shown for this third form of transmission apparatus. The first of these controls is illustrated in Figs. 17 and 18 and is adjustable for setting the transmission to pressing a spring 302.

enable an automatic shift from first speed to second speed and from second to fourth speed. The control also includes means manually operable at will for disruptingthe fourth speed power train incident to establishing the third speed power train.

Referring now to 'Figs. 17 and 18, the controls will be seen to include a shaft 290 journalled in a sleeve 291 which in turn is Journalled within a bearing 292 in a side wall of the gear box 228. Rotation of the shaft 290 is effected manually by means of a control arm 293 and the inner end of this shaft carries a generally circular cam plate 294.

The com plate 294 and its control arm 293 (represented by dot-dash lines) are shown in the neutral position in Fig. 18. The letter N designates such neutral position of these parts,

7 lock designates a special position into which said parts are settable for eliminating the overrunning feature of the second speed train. 4

Said cam plate 294 comprises a long radius profile section 295, a rise section 296 and a short radius section 291 cooperable with a stud 298 upon one end of a lever 299 pivoted upon a stub shaft 300 and operable when in the counterclockwise position shown for maintaining the shifter fork 282 in its right or rearmost position upon the shifter fork rod 301 while com- The back end of the spring 302 bears against a collar 303 suitably fixed to the rod so that when the cam 294 is rotated counter-clockwise sufficiently to carry the short profile section 291 into registry with the stud 298 such spring 302 will be effective for sliding the fork 202 forwardly incident to pivoting the lever 299 clockwise and disposing the stud- 298 against said profile section 291. This forward movement of the shifter fork 282 slides the clutch ring 218, Fig. 16, forwardly for engaging the lookout clutch 215 during operation of the second speed power train for making this train two-way-drive in character.

One portion of an irregular slot 304 in the cam' plate 284, and for the most part shown in dotted outline behind a cam plate 305 upon the sleeve shaft 291, receives and cooperates with a stud,

Another portion of the cam slot 304 receives and controls the position of a stud 309 of which an end is anchored in an arm 3| 0 which is freely pivotal upon a cross shaft 31 l'journalled in opposite side walls of the gearbox. Said stud309 is also pivotally connected with one end of a link 312 of which the. opposite end is pivotally connected with an arm 313 by means of a pin 314. A stub shaft 315 serves as a pivot for the upper end of the arm 313 while the lower end of'this arm is disposed between a, pair of bosses 316 and 311 upon a hub 318 of a shifter fork 319 for the reverse idler gear 212 shown in full lines in Fig. 17 and in dotted outline in Fig. 16. Shoes as 320, of which one is shown in dotted outline in Fig. 17, upon the legs of the shifter fork 319 cooperate with a groove 321, Fig. 16, in the hub of the gear 212 for moving this gear axially upon its countershaft 269.

Respectively long and short- radius'proflle sections 322 and 323 and a rise section 324 on the cam' 234 cooperate with a stud 325 upon the lower end of an arm 325. The upper end of this arm is fixed to the pivotal cross shaft 3!! by means of a pin 321. Fig. 17. A coil spring 334 under tension about the shaft 3!! has an end section 335, Fig. 18, hearing against a cover plate 335 and an opposite end section 331 bearing against the back side of a shifter fork 33! of which the hub 330 is pivoted on said shaft and thus constantly exerts a force tending to rotate this shifter fork clockwise as viewed in Fig. 16 for engaging the jaw .clutch 255, there being trunnions 332 operatively connecting the legs of the shifter fork 33! with a shifter shoe 333 for the splined member 253. So long, however, as the cam profile section 322 is in registry with the stud 325, the arm 325 and the cross shaft 3!! are maintained at a counter-clockwise oscillative limit in which a pin 328 on the shaft 3! I, while bearing against a stud 323 on the hub 330 of the shifter fork 33!, holds the shifter fork (against.

the force of the spring 334) in the counter-clockwise position shown in Fig. 16 for effecting disengagement of the law clutch 255.

A lobe 333 upon the cam plate 234, a. rise 333, a short radius section 340, a second rise 34! and a dwell 342 cooperate with a stud 343 on an arm 344 of which the hub 345 is fixed to a cross shaft 346 which is journalled in the opposite side walls of the gear box. A shifter form 343, Fig. 16, journalled upon the shaft 345 has trunnion-like bearing means, similar to that shown at 332 in association with the shifter fork 33!, for establishing an operative connection therebetween and a'shifter fork shoe 349 having a flange 350 disposed in a groove 35! circumscribing the clutch ring 264. A coil spring. 352, Fig. 18, is placed about the shaft 345, said spring having an end section 353 bearing against the cover plate 335 and an-opposlte end section (not shown), similar to the end section 331 of the spring 334, bearing against the back side of the shifter fork 343 and thus urging said shifter fork to pivot clockwise as viewed in Fig. 16 for engaging the clutch This force of the spring 252 is contravened by a stud (not shown but similar to the stud 323 on the'fork 321) on the fork 348 which abuts against a pin (not shown butsimilar to the pin 323 in the cross shaft 3| I) in the cross shaft 345 when the lobe 338 on the cam 234 is disposed in registry with the stud 343 whereby the arm 344, the shaft 348 and the shifter fork 348 are maintained in the counter-clockwise position shown in Figs. 16 and 18. I

The sector-like cam plate 305 is rotatable independently of the cam plate 234 by means of an arm 355 upon the outer end of the sleeve 23!. The studs 325 and 343 are sufficiently long to cooperate with the cam plate 305 as well asthe cam plate 234 as can be seen upon examining the stud 325 in Fig. 1'1. Said arm 355 is operated by a speed responsive device as that mentioned hereinabove in the description of the first embodiment and such as that shown at 003 in Fig. 1. At low speeds of the transmission drive shaft 22! this speed responsive device will function to cause the cam plate 305 to occupy the position shown in Fig. 18 but upon a predetermined increase in speed of said shaft the arm 355, the sleeve 23! and said cam plate 305 will be rotated counter-clockwise for carrying the lobes 355 and 351 thereon from registry with the studs 343 and 325 and placing the short radius sections 353 and 353 in registry with these studs to permit clockwise rotation of the arm 344 and 325 by the force of the springs 352 and 334 to place the clutches 23! and 255 in ratcheting relation and to cause engagement of these clutches v upon synchronisation of their counterparts as will be explained presently.

Operation of the second modification In starting the vehicle forwardly from rest a control linkage (not shown) reaching from the arm 233 into the driver's compartment will be manipulated by. the operator for rotating said arm from the neutral position N, Fig. 18, to position F. This'having been done the operator will cause the drive shaft 22! to be clutched in driving relation with the vehicle engine and if a speed responsive clutch, as that mentioned hereinabove in connection with the first described embodiment, is disposed between the engine and the transmission drive shaft said shaft will be automatically connected with the engine pursuant to engine acceleration.

Such movement of the control arm 203 from position N to position F will rotate the cam plate 234 counter-clockwise for placing the short radius section 340 in registry with the stud 343 and for placing the short radius section 323 in registry with the stud 325 and thereby leaving these studs 343 and 325 in theposition shown, under control of the lobes 355 and 351 on the governor controlled cam 305, for maintaining disengagement of the clutches 25! and 255. This counterclockwise rotation of the cam 234 also carries section I of the cam slot'304 into registry with the stud 305 whereby said stud and the shifter fork 244 are slid forwardly upon the rod 30! to engage the clutch 231, Fig. 16. The stud 303 remains in the position shown during rotation of the arm 233 from position N to position F while the arcuate section III of the slot 304 moves idly past said stud. Consequently the reverse arm 3I3 remains in the neutral position shown whereby the reverse idler gear 212 remains out of mesh with the reverse geais 210 and 250. Furthermore, a portion of the long radius section 235 of the cam 234 slides past the stud 233 to avoid disturbance of the disengaged condition of the lockout clutch 215, Fig. 16.

- Following the connection of the drive shaft 22 with the vehicle engine, the vehicle will be driven forwardly through the first speed power train including the gears 220 and 222, overruning clutch 223, splined connection 235, the hub portion of the gear 234, jaw clutch 231, gears 24! and 241 and the overrunning clutch 253. Uponthe vehicle attaining a predetermined speed the aforementioned speed responsive device, acting through the arm 355, will rotate the cam plate 305 counter-clockwise for bringing the short radius profile sections 353 and 353 into registry with the studs 343 and 325 to enable the springs 352 and 334 to pivot the arms 344 and 325 counter-clockwise pursuant to placing the clutches 25! and 253 in ratcheting relation. At this time the second speed gear 250 will be rotating faster than the driven shaft 252 with which the splined member 255 rotates wherefore the ends of the clutch teeth 253 and 251 are bevelled in the manner shown to facilitate ratcheting of the teeth 253 over the teeth 251. Likewise, the drive shaft 22! upon which the clutch teeth 253 are fixed will be rotating faster than the second speed gear 250 with which the clutch teeth 252 rotate wherefor the ends of the teeth 252 and 253 are bevelled

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